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(No Model.) 2 Sheets--Sheet- 1.

A. ROLLASON.

GAS 0R GALORIG ENGINE.

Patented Deo. 11, 1888.

(No Model.) 2 sheets-sheen 2.

A. ROLLASON.

i GAS 0R GALORIG ENGINE. No. 394,299. Patented Deo. 11, 1888.

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UNITED STATES PATENT EEICE.

ARTHUR RoLLAsoN, or NEwoAsTLE-oNJrvNE, COUNTY or NORTHUMBER- LAND, EN HAND.

GAS OR CALORIC ENGINE.

SPECIFICATION forming part of Letters Patent No. 394,299, dated December 11, 1888. Application filed June Z, 1388. Serial No. 275,875. (No model.) Patented in England March '7, 1888, No. 3,546.

To all whom it may concern:

Be it known that I, ARTHUR ROLLASON, a subject ot' the Queen ot' Great Brit-ain and Ireland, residing at I\"'ewcastleon-Tyne, in the county of Northumberland, England, have invented new and useful Improvements in and connected with or Calorie Engines, of which the following is a specification.

Letters Patent Al'or this invention have been 1o granted in England on March 7, 1888, No.

My invention relates to certain improvements in gas or vapor engines, and comprises consti-notional improvelnents in the appliances used in connection with such engines for the purpose of governing or controlling the gas or vapor admission and pressure in such a manner as more eftectually to insure the most economical consmnption of such gas 2o or vapor at all times during working, and especially during variations of work and speed.

My invention consists in certain improved constructions and arrangements of Huid-ad- 2 5 mission and throttle valves and parts relating thereto, an improved construction of governor and connections or means for operating the said valves automatically to regulate the Huid-supply in exact accord with the work 3o being done and the varyingI speeds of the motor.

The invention is illustrated in the drawings as applied to the conbustitin-chambers of a three-cycle gas-engine, but the improve- 3 5 ments are applicable to all classes of gas, vav

por, or othertluid-motor origines.

In the drawings, Figure l is a sectional plan of the engine combustion-chamber and one form of improved Huid-admission and throttle 4o valves, the operating-gear being in plan. Fig. 2 is a side elevation of same, showing governor in section. Fig. 3 is a sectional plan of an alternative form of improved Huid-admission and throttle valves. Figs. i and 5 are cross-sections through the valve-casing and throttle-valves of Figs. l and 3, respectively; and Fig. 6 is a governor diagram, hereinafter explained. Fig. 7 is a back end elevation of engine embodying my improvements.

4part of this invention.

A is the compression and ignition chamber 5o fixed to and forming a prolongation of the en gin e-cylin der.

B is the slide-valve; t", the slide-valve cover.

a is the admission-port to compressionchamber and cylinder A.

a is the air-admission port.

c is the gas-admission port, the admission of gaseous mixture from the ports a and c being controlled by the three-way port ZJ of the slide B. The operating connections to the 6o said slide 'l are not illustrated, forming no The slide-valve cover C is formed to contain the fluid-admission and throttle valves.

Referring to Fig. l, d is a lift-valve, fitting 6 5 closely and held by a spring, d. against a seating, d2, formed in the valve-casing e. This casing is provided with slots e', as shown also in Fig. 4. Inclosed in the same casing e is the throttle-valve i', which is not attached to the 7o liftvalve d and does not touch the valve-casing e, thus being capable of moving very freely. It is also provided with wings and slots t', corresponding to those aforesaid, and secured to a spindle, j', eapableof freely turn- 75 ing, and also horizontal or endwise movement in a long bearing, f on the outer end of thle casing and carnving on its outer end a sector, g.

This sector is operated by the movement of 8o the governor through the connections hereinafter described. The gaseous iiuid passes from the supply-pipe through a passage in the slide-valve cover and circulates round an annular passage, 71. By the vibratory movement of the throttle-valve with the easing e the area of the openings e is increased and diminished, thus varying the Huid-supply exactly as required by the engine. By the longitudinal or endwise movement of the throt- 9o tlc-valve spindle j', abutting against its stem, the valve d is opened at the periods required and automatically reclosed by spring d. In the alternative construction of this appliance (shown in Fig. 3) the Huid enters from the 95 cock k, and the throttle-valve is of the form of a disk, t, with portions if cut away and capable of turning freely. It does not fit tightly 5 tion of the governor through the medium of connecting-pieces and gear. (Shown in Figs. l and 2.) A pin, p, attached to the sector g, passes through a block, g', sliding in the fork end of lever I., which is centered at Z on bracket 1o Z2, and has a sliding connection on the governor and rises and falls therewith, thus vibrating and partially closing or opening the throttle-valve t. The throttle-valve may be so adj usted that the governor rises toward its top position the supply of gas or vapor is diminished until the mixture becomes diluted to a certain point, beyond which it is found economical to suppress ignitions altogether; or for steady work the throttle-valve may be 2o regulated to control to any desired limit without suppressing any i gnitions.

For the purpose of opening lift-valve (Z at the proper times, a lever, 0, is centered on the bracket Z2, iiXed to the cylinder. Its lower end 2 5 carries a roller, 0, which is actuated by a cam,

o valve CZ.

q, on the engine counter-shaft. (See Fig. '7.) rlhe lever 0 carries at its upper end a pushpiece, 02, which, pressing on the end of sector g, imparts the endwise motion which lifts the Should the governor rise to its highest position, the sector is lifted clear of the push-piece o2, and the supply-valve CZ is not opened. On the other hand, if the governor should fall below its working position, a pin, Z3, on lever Z presses on one end of a lever, m, centered at in on governor-bracket Z2, and earrying at its other end an adjustable counterweight, m2. Should theV speed of the engine still continue to fall, the weight of the gov- 4o ernor presses on the end of the lever m, raising the end carrying the counter-weight m2, and at the same time raising a pin, s, fixed on lever m oit1 its seating in a catch, R, which, when the engine is working at its normal speed, supports lever and counter-weight m2.

'Ihe continued downward pressure oi' the governor brings it to its lowest position, in which the top of the sector g is below the push-piece 02 of lever o, and thus should the engine stop 5 o from any cause the .fluid-admission valve (Z will not be lifted or remain open.

The pin s on lever mi may be placed in a recess on catch R, in which case the catch no longer supports the counter-weight m2, and the latter, act-ing against the weight of the governor-body, ywill lower the speed of the engine more or less, according to its position lon lever m. The engine will run at any speed within the limits of the governor that may be re- 6o quired, the position shown in Fig. 2 being forV the highest speed with weighted cap on governor. The weighted lever m is supported by catch R.

'To reduce the speed, the pin s may be put into another recess in catch R, when the other end will catch on the pin Z, thus reducing the weight to be lifted by the descending governor. ly moving the weight m2 along the lever m the speed may thus be considerably varied.

The improved construction of governor is shown in sectional elevation in Fig. 2, and Fig. (5 is a diagram illustrating the various positions of arm and ball.

V a heavy body with a loose cap, fr, ol' suitable weight. /w are arms carryii'lg the usual balls. Each arm 1U is centered on a pin, r', in a lug formed on spindle t2.

fri'3 'i12 are oil-races. The upper surface ot' arm tu is a portion of a circle, which preferably passes through the center of pin fr', on which the arm works. The circular portion of the arm bears against a flat surface, a, formed on the governor-body V, and as the arm turns on the pin n the point of contact moves either toward or away from the center of spindle r2. By properly adjusting the angle which this flat surface c makes with the center of the spindle 0:2 the arm w will roll upon this surface without any appreciable slipping. Fig. 6 is a diagram showing one arm in middle and extreme end positions. It' the arm were to roll on this surface, the center of the pin yr would trace out a portion of a cycloid, P Q. The vertical 'line Y Z is a tangent to this cycloid at the point r. The points of contact of arms in three positions are .5" ze, and the moment of the weight of the body of the governor tending to turn the arm about the center of the pin t are proportional to distances between the points c. .e e and the line Y Z. These distances may be made approximately proportional to the moment of the centrifugal force of the ball and arm about the same point, in which case the governor will be nearly isochronous, and may be made as sensitive as convenient by altering the curvature of the arm, the angle which the flat surface makes with the vertical line, and the distance of point y from the center line.

Vhat I claim as my invention, and desire to secure by Letters Patent, is-.-

l. In a gas or caloric engine, the combination, with the compression and ignition chamber, cylinder, slide-valve, and air and gas admission ports, of slide-valve cover with gassupply and annular passage 7L, a casing containing a spring return lift-valve, (Z, and adjustable vibratory throttle-valve, valve t, with projecting spindle f, said casing and throttlevalve being both provided with corresponding admission-ports, e t', and all arranged to operate substantially as set forth.

2. In a gas or caloric engine, the combination, with the compression-chamber, cylinder, slide-valve, air and gas admission ports, slide-valve cover and casing, with annular gaspassage Zt, and containing regulating spring return-lift, and adjustable vibratory throttlevalves CZ and t, and extended spindle f, constructed substantially as shown, of sector g, governor and intermediate connections, push- IOO IIO

piece o2 and lever o, operated by engine counter-shaft, all arranged substantially as Set forth.

3. In a gas or calorie engine, the combination, with a slide-valve to which the fluid supply is controlled by a spring return liftvalve, and an adjustable vibratory throttlevalve constructed as Specified, the throttlevalve vibrated by a governor and the liftf valve tlu'ough Connections by the engine eounte1,'shaft, of the means, Substantially as set forth, for varying the Speed by varying the duty of Said governor, consisting ot' levers lm and adjustable weight 'm2, pins r s, and eateh R, arranged as Set forth.

it. In a or calorie engine, the combination, with valve-easing C and valvbs d and t, spindle f, seetor g, levers l and fm, with pins p, s, and yr, and adjustable weight m2, eateh R, push-piece q, and lever 0, ot governor and engine Counter-Shaft carrying eammed wh eel, all arranged and operating substantially as and for the purpoees set forth.

In a gas-engine, the eombination, with a gas-inlet Vvalve provided with a stein and having a constant amount of lift or opening, of a Spindle Yfor lifting the valve, projecting through the valve-easing and operated periodically by the engine, and an oscillating' throttle-valve Seoul-ed to the Said Spindle behind the said inlet-valve and controlled by a Speed-governor for varying the Supply ot' gas.

O. In a gas-engine, the combination, with a lifting gas-inlet valve provided with a stein, of an oscillating throttle-valve arranged behind the said inletevalve, a Spindle pro j eeting through the valve-Casing for lifting the inletvalve and oscillating the tluottle-valve, a Seotor upon the throttle-valve Spindle, and a Speed-governor operatively connected with the end of said sector, thereby controlling the admission of gas through the throttlevalve and permitting the said Sector and lifting-valve to be actuated by the engine at periodie intervals.

7. In a gas-engine, the Combination, with a lifting gawilllet valve, of an oscillatingthrottle-valve arranged behind the Said inletvalve, a sector upon the throttle-valve stem, a speedgovernor operatively connected with the end of said sector, thereby Controlling the ad1nis- Sion of gas` through the tlirottle-valve and permitting the Said Seetor and li l'ting-valve to be actuated by the/ engine at periodicv intervals,

, a rocking lever operated periodically by the engine, and a puslrpieee upon the end ot' said lever and engaging' with said sector, lubstantially as Set forth.

In testimony whereotI I aix my signature in presence ot' two witnesses.

ARTHUR ROLLASON.

Titnessesz ALFRED CRANHALL CHAPMAN, JAMES ANDREW HARVEY,

His lerf. 

